Wireless remote vehicle signal indicator for supplementing existing vehicle signal indicators

ABSTRACT

A remote motor vehicle signal indicator system comprising a transmitter coupled to a vehicle indication signal drive line. The transmitter wirelessly transmits a receiver activation signal corresponding to a vehicle indication signal of the vehicle indication signal drive line. Optionally, the transmitter may be configured to bypass transmission of a brake signal to a remote vehicle signal indicator in order to conserve power at the remote vehicle signal indicator. The vehicle indication signal is selected may comprise a turn signal, a brake signal, a reverse gear signal, and a hazard signal or any other signal displayable on a vehicle. The system also includes a remote vehicle signal indicator coupled to a surface outside of the vehicle and includes a signal indicator display. The remote vehicle signal indicator receives the receiver activation signal from the transmitter and, in response, wakes in order to sample the transmissions at a higher rate in order to only consume more power when needed and activates the signal indicator display. In some variations, a power supply not coupled to the vehicle power supply powers the remote vehicle signal indicator for example via solar power and the transmitter is powered by the vehicle indication signal thereby eliminating the requirement to tie directly into the vehicle&#39;s battery.

This application is a continuation in part of U.S. patent applicationSer. No. 10/605,964 filed Nov. 10, 2003, entitled “Wireless RemoteVehicle Signal Indicator for Supplementing Existing Vehicle SignalIndicators” which is hereby incorporated herein by reference, which isin turn a continuation of U.S. patent application Ser. No. 09/989,918,filed Nov. 20, 2001, entitled, “Wireless Remote Vehicle Signal Indicatorfor Supplementing Existing Vehicle Signal Indicators” now U.S. Pat. No.6,677,856 which is hereby incorporated herein by reference. This alsoapplication takes priority from U. S. Provisional Patent Application No.60/642,291, filed Jan. 6, 2005, entitled “Wireless Remote Vehicle SignalIndicator For Supplementing Existing Vehicle Signal Indicators” which ishereby incorporated herein by reference.

BACKGROUND OF THE INVENTION

1. Field of the Invention

Embodiments of the invention described herein pertain to the field ofmotor vehicle electronics. More particularly, but not by way oflimitation, embodiments of the invention enable the integration ofremote motor vehicle signal indicators outside of the motor vehicle tosupplement the existing vehicle signal indicators provided in thevehicle.

2. Description of the Related Art

Motor vehicle signal indicators such as brake lamps, turn signalindicators, and reverse indicators are well recognized in the motorvehicle industry as essential elements to motor vehicle safety. Thesevehicle signal indicators are generally positioned at highly visiblelocations on the vehicle so that others can easily see them. However,even though these vehicle signal indicators are designed to be easilyviewed, a driver driving in certain orientations may have difficultyseeing the turn signal indicator of another vehicle.

Thus, to increase the visibility of a motor vehicle, and to enhancemotor vehicle safety, it is often desirable to supplement an existingmotor vehicle's turn signal indicators with additional turn signalindicators. These additional or supplemental turn signal indicators aretypically mounted to an exterior surface of a motor vehicle's body in ahighly visible area, such as on the side mirrors, for example. Suchsupplemental turn signal indicators are often provided “after market”and must be installed by the vehicle owner or other vehicle serviceperson. Thus, these external supplemental turn signal indicators requirewiring to provide both power and the turn signal to the turn signalindicator. Typically, these wires are fed from the source of the turnsignal, which is within the vehicle, through the body of the motorvehicle at the point where the external signal indicator is affixed tothe vehicle. Disadvantageously, since the supplemental signal indicatorsare redundant to the existing signal indicators of the vehicle, holesmust be provided, e.g., drilled into the motor vehicle's door or body,to allow the power and signal wires from within the vehicle to becoupled to the external signal indicator. Thus, installation isdifficult and expensive.

BRIEF SUMMARY OF THE INVENTION

Embodiments of the invention comprise a wireless remote vehicleindicator system that enables a remote vehicle signal indicator to beaffixed to areas on a vehicle, e.g., cars, trucks, and trailers, inlocations where supplemental signal indicators are desired without theneed for wiring between the remote vehicle signal indicator and thevehicle.

Embodiments of the invention comprise a transmitter coupled to a vehicleindication signal drive line of the vehicle. The transmitter isconfigured to wirelessly transmit a receiver activation signalcorresponding to a vehicle indication signal of the vehicle indicationsignal drive line. The vehicle indication signal may comprise a turnsignal, a brake signal, a reverse gear signal, a hazard signal or anyother indication signal displayable by the vehicle. The remote vehiclesignal indicator system also comprises a remote vehicle signal indicatorcoupled to clear internal surface or a surface outside of the vehiclethat includes a signal indicator display. The remote vehicle signalindicator comprises a receiver that is configured to wirelessly receivereceiver activation signals from a transmitter coupled to the vehicle.The remote vehicle signal indicator is configured to receive thereceiver activation signal from the transmitter and, in response,activate the signal indicator display. The receiver activation signalscorrespond to vehicle indication signals generated by the vehicle.

In yet another embodiment, the invention may be characterized as amethod of providing additional vehicle signal indicators for a vehicle,including the steps of: wirelessly receiving a receiver activationsignal at a remote vehicle signal indicator coupled to a surface outsideof the vehicle wherein the receiver activation signal is transmittedfrom the vehicle, the receiver activation signal corresponding to avehicle indication signal generated within the vehicle wherein thevehicle indication signal may comprise a turn signal, a brake signal, areverse gear signal, a hazard signal or any other signal that a vehiclemay display; and displaying, in response to the wirelessly receiving, aremote vehicle indication signal corresponding to the vehicle indicationsignal generated within the vehicle, in order to provide additionalsignal displays to those provided within the vehicle.

Embodiments of the invention are capable of discriminating between brakesignals and turn signals in order to selectively signal using the remotevehicle signal indicator. For example, with the brakes of a vehicleengaged, embodiments of the invention are capable of discriminatingbetween a turn signal and a brake signal (both turn signals on) and notdisplaying brake signals on the remote vehicle signal indicators.

BRIEF DESCRIPTION OF THE DRAWINGS

The above and other aspects, features and advantages of the inventionwill be more apparent from the following more particular descriptionthereof, presented in conjunction with the following drawings wherein:

FIG. 1 is a schematic view of a remote vehicle signal indicator inaccordance with one embodiment of the invention;

FIG. 2A is a schematic diagram showing an implementation of the remotevehicle signal indicator of FIG. 1 according to one embodiment of theinvention;

FIG. 2B is a schematic diagram showing another implementation of theremote vehicle signal indicator of FIG. 1 according to anotherembodiment of the invention;

FIG. 3 is a detailed schematic view of one embodiment of the remotevehicle signal indicator of FIG. 1, such as implemented in accordancewith one embodiment of the invention;

FIG. 4 is a functional block diagram of a wireless remote vehicle signalindicator system according to one embodiment of the invention;

FIG. 5A is a flowchart illustrating the steps for transmitting awireless vehicle signal indication to a remote vehicle signal indicatoraccording to one embodiment of the invention;

FIG. 5B is a flowchart illustrating the steps for displaying a signalreceived wirelessly at a remote vehicle signal indicator according toone embodiment of the invention;

FIG. 6 is a functional block diagram of the transmitter of FIG. 4according to one embodiment of the invention;

FIG. 7 is a functional block diagram of the receiver, power supply,display driver, and display of the remote vehicle signal indicator ofFIG. 4 according to another embodiment of the invention;

FIG. 8A is a view of an alternative embodiment of the invention whereinremote vehicle signal indicators are affixed to a rear view mirror andaffixed to a trailer to supplement existing turn indicator lamps;

FIG. 8B is a view of an another alternative embodiment of the inventionwherein remote vehicle signal indicators are affixed to an oversizedtrailer, such as a truck, and are used to supplement the oversizedtrailer's existing brake lamps and turn indicator lamps;

FIG. 9 is a view of an embodiment of the invention in which centralizedsolar panels provide power to one or more remote vehicle signalindicators.

FIGS. 10A–D are four contiguous schematic views of an embodiment of atransmitter configured to discriminate between brake signals and turnsignals.

FIGS. 11A–B are two contiguous flow charts of an embodiment of the brakediscrimination functionality.

FIGS. 12A–B are two contiguous schematic views of an embodiment of areceiver configured with power management functionality.

FIG. 13 shows a flow chart of an embodiment of the power managementfunctionality.

DETAILED DESCRIPTION

In the following exemplary description numerous specific details are setforth in order to provide a more thorough understanding of embodimentsof the invention. It will be apparent, however, to an artisan ofordinary skill that the present invention may be practiced withoutincorporating all aspects of the specific details described herein. Anymathematical references made herein are approximations that can in someinstances be varied to any degree that enables the invention toaccomplish the function for which it is designed. In other instances,specific features, quantities, or measurements well-known to those ofordinary skill in the art have not been described in detail so as not toobscure the invention. Readers should note that although examples of theinvention are set forth herein, the claims, and the full scope of anyequivalents, are what define the metes and bounds of the invention.

Referring first to FIG. 1, shown is a schematic view of a remote vehiclesignal indicator 100 in accordance with one embodiment of the invention.Shown are the remote vehicle signal indicator 100, a receiver housing102, a receiver activation signal 110, a solar panel 115, a side mirrorassembly 120, display 140 (also referred to as a vehicle indicatordisplay), a reflective element 130, a casing 105, a neck 160 and astationary panel 150.

The side mirror assembly 120 (which may be referred to as a side viewmirror) includes the casing 105, the reflective element 130, the neck160, and the stationary panel 150. The casing 105 supports and partiallyencloses the reflective element 130. The casing 105 is also connectedwith and supported by the neck 160. The neck 160 is connected with thestationary panel 150, and the stationary panel 150 is connected with theexterior portion of a vehicle which is not shown. The side mirrorassembly 120 is typically located along the exterior of a vehicle suchas a car or truck, and is typically situated on the vehicle in alocation that is visible by both the driver of the car or truck andother vehicles. While the side mirror assembly 120 is shown as a left ordriver side mirror assembly for attachment to a left side of thevehicle, it should be understood that the side mirror assembly 120 maybe a right side mirror assembly for attachment to the right side of thevehicle.

The remote vehicle signal indicator 100 which includes the display 140,the receiver housing 102, and the solar panel 115 is connected with theexposed face of the reflective surface 130, and the receiver activationsignal 110 is transmitted from a location within or on the vehicle andreceived by the remote vehicle signal indicator 100.

According to several embodiments of the invention, the remote vehiclesignal indicator 100 is part of a wireless vehicle signal indicatorsystem including the remote vehicle signal indicator 100 and a wirelesssignal transmitter (not shown in FIG. 1) located within or on thevehicle and coupled to the vehicle's internal signal indicators.According to one embodiment, the remote vehicle signal indicator 100 andthe wireless signal transmitter within the vehicle include a radiofrequency (RF) receiver and an RF transmitter, as known in the art. Inpractice, the remote vehicle signal indicator 100 wirelessly receivesthe receiver activation signal 110 that is wirelessly transmitted fromthe transmitter within the vehicle, and in response, provides asupplemental vehicle signal indicator via the display 140 that issimilar to the vehicle's existing signal indicators. For example, whenan existing left wired turn indicator of the vehicle is activated sothat it is flashing on and off, the remote vehicle signal indicator 100(when programmed to be a left wireless turn signal indicator) provides asupplemental vehicle signal indicator via the display 140 that flasheson and off together with the existing wired turn indicator of thevehicle.

According to several embodiments of the invention, the remote vehiclesignal indicator 100 is a self contained wireless signal receiver. Inpractical terms, this means that the remote vehicle signal indicator 100is not reliant upon power from the vehicle or signal wires from thevehicle; thus, the remote vehicle signal indicator 100 may be easilyattached and positioned by adhesion (e.g., chemical adhesive, mechanicaland/or magnetic coupling) upon convenient exterior surfaces of thevehicles without concern for drilling holes or providing other access tothe interior of the vehicle to connect with signal and/or power wires.This is because the remote vehicle signal indicator 100 receives thesignals to operate (e.g., the receiver activation signal 110) wirelesslyfrom a transmitter within the vehicle. Further, the remote signalindicator 100 includes its own power supply and is not reliant uponpower from within the vehicle. In the embodiment illustrated, the solarpanel 115 is integrated as part of the remote vehicle signal indicator100, and provides energy to operate the remote vehicle signal indicator100 (e.g., to charge a battery within the remote vehicle signalindicator 100). In other embodiments, a battery source is providedwithin the receiver housing 102 without the use of the solar panel 115.

The display 140, is located on an exposed face of the remote vehiclesignal indicator 100, and as shown in FIG. 1, is a series of lamps,e.g., light emitting diodes (LEDs), that illuminate in response to thereceiver activation signal 110 being received at the remote vehiclesignal indicator 100. As discussed further with reference to FIG. 3, thedisplay 140 may be any light source that is visible to drivers andpedestrians that are in the vicinity of the vehicle, such asincandescent lamps or LEDs. In the embodiment illustrated, the display140 comprises a series of lamps that are arranged as an arrowrepresenting a turn indicator display. In other embodiments, the signaldisplay may have other arrangements of lamps, optionally with reflectorsand lenses that provide a desired level and/or desired direction ofillumination.

The remote vehicle signal indicator 100 as shown may be attached to withthe reflective surface 130 of the side mirror assembly 120. The remotevehicle signal indicator 100 may be attached to the reflective surface130 with an adhesive, such as an epoxy, and need not be affixed withhardware, such as screws, which may damage the reflective element 130and/or the remote vehicle signal indicator 100. In other embodiments,however, the remote vehicle signal indicator 100 may be attached withhardware where it is either convenient or more desirable to do so.

In other embodiments, the remote vehicle signal indicator 100 may bepositioned within the vehicle pointing outward through transparentmaterial, such as the rear window or hatch. Remote vehicle signalindicator 100 may also be positioned at other desirable locations on theexterior of the vehicle, or on trailers, e.g., tractor trailers, boattrailers, light duty trailers, etc., that are pulled by the vehicle, oron objects carried by trailers, e.g., boats, cars, bikes, boxes andcrates where, for example, the wired turn indicators supplied with thevehicle or trailer by the Original Equipment Manufacturers (OEMs) areinadequate.

In other embodiments, the receiver activation signal 110, and the remotevehicle signal indicator 100 are configured to provide additionalvehicle signal indications other than turn signal indications. Forexample, the receiver activation signal 110 may be indicative of variouswired or existing signal indicators on the vehicle including, withoutlimitation, the vehicle's existing brake indicators, reverse gearindicators, and/or hazard signal indicators. Thus, in some embodiments,the remote vehicle signal indicator 100 provides redundant vehicle brakeindicators, reverse gear indicators, and/or hazard indicators. In suchembodiments, the remote vehicle signal indicator may be positioned atany desired location on the vehicle, e.g., along the side of thevehicle, at the rear of the vehicle, or on a trailer or other objectbeing towed by the vehicle. In other embodiments, the remote vehiclesignal indicator 100 may be configured to discriminate between turnsignals and brake signals and optionally disable remote vehicle signalindicator from displaying brake indicators, reverse gear indicatorsand/or hazard indicators, for example to show a turn signal that isoccurring during a braking operation while not asserting the remotevehicle indicator on the opposing side of the remote vehicle indicatordisplay asserting a turn signal. This aesthetic objective is notrequired in one or more embodiments of the invention but may avoidconfusion with regards to other drivers thinking that the remote vehicleindicator is indicating a turn instead of a brake signal for examplewhen the other driver is in a side orientation with respect to thevehicle using the remote vehicle indicators.

Referring next to FIG. 2A, shown is a schematic diagram showing oneimplementation of the remote vehicle signal indicator 100 of FIG. 1.Shown is a vehicle 200, two side mirror assemblies 120, a turn indicatorgenerator 202, a signal light beam spread 207, a transmitter 210, a leftwired turn signal indicator 232, a right wired turn signal indicator234, left signal monitoring line 270, right signal monitoring line 280,left signal line tap 220, right signal line tap 230, remote vehiclesignal indicators 100, a left turn signal driveline 250, a right turnsignal driveline 260, a transmission antenna 240, and a ground line 290.

The turn signal generator 202, shown in this embodiment in a steeringcolumn of the vehicle 200 is coupled with the left signal driveline 250and the right signal driveline 260. The left signal driveline 250 andthe right signal driveline 260, which may be referred to generally asvehicle indication signal drivelines, are each coupled to the left wiredturn signal indicator 232 and the right wired turn signal indicator 234,respectively (which may be referred to generally as wired signalindicators). The left signal monitoring line 270 is coupled with theleft signal driveline 250 at the left signal line tap 220. The rightsignal monitoring line 280 is coupled with the right signal driveline260 at the right signal line tap 230. The transmitter 210, shown in thisembodiment in the trunk of the vehicle 200, is coupled to thetransmission antenna 240, the left signal monitoring line 270, the rightsignal monitoring line 280, and the ground line 290 which may be a bodyground return wire. The remote vehicle signal indicators 100 areconnected with the side mirror assembly 120 located on the left side ofthe vehicle 200 and the side mirror assembly 120 located on the rightside of the vehicle 200.

In operation, when an operator of the vehicle 200 actuates a turn signallever, the turn signal lever trips a switch within the turn signalgenerator 202. In response, the turn signal generator 202 generateseither, an electrical signal (which may be referred to generically as a“vehicle indication signal”) on the left signal driveline 250 when theturn signal lever is actuated in a direction to indicate a left turn, oran electrical signal (which also may be referred to generically as a“vehicle indication signal”) on the right signal driveline 260 when theturn signal lever is actuated in a direction to indicate a right turn.In the present embodiment, the right signal driveline 260 and the leftsignal driveline 250 are wires that carry the vehicle indication signalsto the left wired turn signal indicator 232, and the right wired turnsignal indicator 234 respectively. The vehicle indication signals thatdrive the left wired turn signal indicator 232, and the right wired turnsignal indicator 234 via the left signal driveline 250 and the rightsignal driveline 260 respectively are typically a series of electricalenergy pulses with sufficient power to illuminate the left wired turnsignal indicator 232, and the right wired turn signal indicator 234.

The left signal monitoring line 270 and the right signal monitoring line280 receive the electrical signals, i.e., the vehicle indicationsignals, generated by the turn signal generator 202 at the left signalline tap 220 and the right signal line tap 230 respectively, and carrythe vehicle indication signals to the transmitter 210. In oneembodiment, the left signal line tap 220 and the right signal line tap230 are commonly available insulation-displacement conductors whichallow the left signal monitoring line 270 and the right signalmonitoring line 280 to tap into the left signal driveline 250 and theright signal driveline 260 respectively without cutting or disconnectingeither the left signal driveline 250 or the right signal driveline 260.Any other method of tapping into the left signal driveline 250 and theright signal driveline 260 is in keeping with the spirit of theinvention.

In response to the received vehicle indication signal, the transmitter210, as discussed in further detail with reference to FIGS. 6 and 7,produces a receiver activation signal that is broadcast to both remotevehicle signal indicators. For example, the receiver activation signalsmay be either a left indicator activation signal, in response to avehicle indication signal from the left signal monitoring line 270, or aright indicator activation signal vehicle indication signal in responseto a vehicle indication signal from the right signal monitoring line280.

As further discussed with reference to FIG. 7, the remote vehicle signalindicators 100 are independently programmable so as to respond only toeither right indicator activation signals or left indicator activationsignals. Thus, remote vehicle signal indicators 100 placed on a left, ordriver side, of the vehicle 200 are programmable to respond to only leftindicator activation signals, and remote vehicle signal indicators 100placed on a right, or passenger side, of the vehicle 200 areprogrammable to respond to only right indicator activation signals. Boththe left and right indicator activation signals broadcast by thetransmitter 210 may be referred to generically as receiver activationsignals. According to several embodiments, the receiver activationsignals provided by the transmitter 210 are encoded to activate onlyremote vehicle signal indicators 100 on the particular vehicle 200 sothat other remote vehicle signal indicators 100 located on othervehicles will not respond to the signal from the transmitter 210. Thereceiver activation signal is then broadcast wirelessly via thetransmission antenna 240. Again, it is noted that the receiveractivation signals may correspond to brake, hazard, or reverse gearsignals that activate remote vehicle signal indicators 100 that areprogrammed to receive and respond to such signals.

According to one embodiment of the invention the transmission antenna240 is displayed as a quarter-wavelength resonant “whip” or “longwire”,that may be realized in the form of a 0.05 inch diameter carbon fiberrod for durability, whether within, or outside of, the trunk. To realizehigher transmission gains in some embodiments, the transmission antenna240, and antenna elements of the remote vehicle signal indicators 100may reside in approximately a horizontal plane.

According to one embodiment, a transmission frequency of 315 MHz may beemployed utilizing a whip antenna about nine inches in length. Anembodiment employing a transmission frequency of 433 MHz may be employedusing a whip antenna about 7 inches in length. At these frequencies,many apertures in the automobile body are of the same order of size asthe wavelength; further, the rim of the trunk lid, spaced from the bodyby a rubber weather seal constitutes an effective slot radiator. Even attransmitter power less than 100 milliwatts, it can be empiricallydemonstrated that at this frequency, RF energy passing through thistrunk slot inevitably finds its' way, proceeding from both diffractionand reflection effects of the emitted electromagnetic waves, to antennaelements of the remote vehicle signal indicators 100. Thus, even in anotherwise sealed metallic trunk, the radiant RF energy has effectiveaccess to the antenna elements of remote vehicle indicators 100 mountedon the mirror assemblies 120 near the front of the vehicle 200, andeffective access to remote signal indicators 100 which may be mounted atthe rear of the vehicle 200 or on trailers or other vehicles towed bythe vehicle 200. As discussed in more detail with reference to FIG. 6,in other embodiments, the transmission antenna 240 may be a coiled loopantenna or a resonant helix antenna, and other convenient transmissionfrequencies may be used. Frequencies such as 915 MHz or any otherfrequency may be utilized for example in locales that require wirelesstransmissions in a particular frequency range.

The remote vehicle signal indicators 100, shown on both of the mirrorassemblies 120, receive the receiver activation signal and provide anadditional or supplemental vehicle indication display that is redundantto the vehicle indication signal (e.g., turn signal, hazard signal,reverse gear signal, brake signal, etc.) of the vehicle 200. In oneembodiment, the remote vehicle signal indicators 100 are eachprogrammable to allow the user to match the transmitter 210 to one ormore particular remote vehicle signal indicator(s). Additionally, in theone embodiment, each remote vehicle signal indicator 100 is programmableso as to be identifiable as either a left or right turn signalindicator. In other words, in the one embodiment, the user may programeach of the remote vehicle signal indicators 100 as a left signalindicator or a right signal indicator, and to respond to receiveractivation signals from the transmitter 210, but not similartransmitters located within other vehicles. Encoding may make use of aDIP switch, or comprise a serial number or vehicle identification number(VIN) or any combination of these elements in order to create a uniqueidentifier to ensure that remote vehicle signal indicators on othervehicles are not activated from a different vehicle. Once the remotevehicle signal indicator 100 receives a receiver activation signal froma matching transmitter, the remote vehicle signal indicator 100provides, as previously discussed, an illuminated display that issimilar to the display provided by the wired turn signal indicators 232,234.

While the transmitter 210 and the remote vehicle signal indicators 100have been described as providing supplemental turn indicator displays,in other embodiments, other types of vehicle displays may besupplemented in much the same way the wired turn signal indicators 232,234 are supplemented. For example, the remote vehicle signal indicators100 may be implemented to supplement the vehicle's hazard displays,brake displays, and reverse gear displays. In these additionalembodiments, the existing brake lamp, reverse gear lamp and/or hazardlamp driving wires may be tapped in a similar manner as the left signaldriveline 250, and the right signal drive line 260 are tapped asdiscussed above.

In one or more embodiments, transmitter 210 utilizes power from theelectrical signal, i.e., the vehicle indication signal, transmitted overleft signal driveline 250, and/or the right signal driveline 260 toprovide power to the active elements, e.g., circuitry, of thetransmitter 210. Thus, the transmitter 210, in some embodiments, is notrequired to be directly coupled to a vehicle 200 power supply or toinclude its own power supply. In these embodiments, not only does thetransmitter 210 receive the vehicle indication signal, triggering thetransmission of a corresponding wireless receiver activation signal tothe remote vehicle signal indicator 100, the transmitter 210 alsoobtains operating power from the same vehicle indication signal. Thisenables the transmitter 210 to be attached at convenient locationswithin the vehicle that are not located near the vehicle power;therefore, providing simple, inexpensive installation. In otherembodiments where, e.g., remote vehicle signal indicators 100 areutilized to supplement existing brake lamp and reverse lamp displays,electrical signals transmitted over the brake lamp or reverse lampdriving lines may be utilized to power the transmitter 210 as well. Inyet other embodiments, the transmitter 210 may not utilize the power ofthe display signal received from the vehicle's 200 left signal driveline250, and/or the right signal driveline 260 for power. In suchembodiments, the transmitter 210 is coupled to the vehicle's 200 batterypower or another power source.

Although the vehicle 200 shown in the present embodiment is a passengerautomobile, in other embodiments the vehicle may be a bus, truck,tractor-trailer, boat trailer, towed automobile, etc. Furthermore, theterm vehicle as used herein also includes objects, e.g., crates, boxes,bicycles, motorcycles that are carried by vehicles. As such, the remotevehicle signal indicator 100 is suited for use with any means of groundtransportation where it is desirable to supplement existing signalindicators, e.g., the wired signal indicators 232, 234.

Referring next to FIG. 2B, shown is a schematic diagram showing anotherimplementation of the remote vehicle signal indicator 100 of FIG. 1according to another embodiment of the invention. Shown is the vehicle200, the two side mirror assemblies 120, the turn indicator generator202, a dashboard 205, the signal light beam spread 207, the transmitter210, the left wired turn signal indicator 232, the right wired turnsignal indicator 234, the left signal monitoring line 270, the rightsignal monitoring line 280, the left signal line tap 220, the rightsignal line tap 230, the remote vehicle signal indicators 100, the leftturn signal driveline 250, the right turn signal driveline 260, thetransmission antenna 240, and the ground line 290.

The turn signal generator 202, shown in this embodiment in a steeringcolumn of the vehicle 200 is coupled with the left signal driveline 250and the right signal driveline 260. The left signal driveline 250 andthe right signal driveline 260, which may be referred to generally asvehicle indication signal drivelines, are each coupled to the left wiredturn signal indicator 232 and the right wired turn signal indicator 234,respectively (which may be referred to generally as wired signalindicators). The left signal monitoring line 270 is coupled with theleft signal driveline 250 at the left signal line tap 220. The rightsignal monitoring line 280 is coupled with the right signal driveline260 at the right signal line tap 230. The transmitter 210, shown in thisembodiment at the underside of the dashboard 205 of the vehicle 200, iscoupled to the transmission antenna 240, the left signal monitoring line270, the right signal monitoring line 280, and the ground line 290. Theremote vehicle signal indicators 100 are connected with the side mirrorassembly 120 located on the left side of the vehicle 200 and the sidemirror assembly 120 located on the right side of the vehicle 200.

In operation, the present embodiment of the invention functions in thesame manner as the embodiment illustrated in FIG. 2A except that thetransmitter 210 is located under the dashboard 205 of the vehicle,rather than in the trunk (as illustrated in the embodiment of FIG. 2A).Thus, the transmitter 210 may be located at locations of the vehicleother than the trunk. This alternate location may be helpful in allowingthe transmitter to effectively broadcast to the desired remote vehiclesignal indicators 100 depending on the structure and resonant featuresof the vehicle. By coupling the transmitter to alternate locations ofthe vehicle, the installer may place the transmitter in a location thatmay provide the best transmission of the signal from the transmitter210. Furthermore, the installer may choose the location that is easierand less expensive for installation purposes.

While the transmitter 210 has been shown in the trunk and the undersideof the dashboard of the vehicle, it should be understood that in otherembodiments the location of the transmitter 210 is not limited to theselocations. For example, without limitation, the transmitter 210 may belocated under a hood of the vehicle 200, to the vehicle chassis, on theunderside of the vehicle 200 (e.g., in a pickup truck that does not havea trunk or in a truck bed), and on a towing hitch of the vehicle 200.Thus, the transmitter 210 is not required to be located within thevehicle itself. Referring next to FIG. 3, shown is a detailed schematicview of one embodiment a remote vehicle signal indicator 300 as attachedto the side mirror assembly of the vehicle 200. Shown are the reflectiveelement 130, the casing 105, a remote vehicle signal indicator enclosure325, a signal indicator display 380, a display reflector 340, a frontsurface 330, a solar panel 350, incident solar rays 370, and an antennaelement 360.

The remote vehicle signal indicator enclosure 325 is connected withreflective element 130 of the side mirror assembly 120. The remotevehicle signal indicator enclosure 325 surrounds the front surface 330,and houses the solar panel 350. The antenna element 360 is coupled tothe enclosure 325. The incident solar rays 370 are shown impinging uponthe solar panel 350.

In practice, the remote vehicle signal indicator enclosure 325 may beattached to the surface of the reflective element 130 with anindustrial-grade adhesive; thus, allowing the remote vehicle signalindicator 300 to be affixed without drilling holes or otherwiseaffecting the integrity of the reflective element 130 or the casing 105or the body of the vehicle. In other embodiments, the remote vehiclesignal indicator 300 may be affixed with other securing hardware, e.g.,screws. Furthermore, in other embodiments, the remote vehicle signalindicator 300 may be affixed to other locations on the vehicle 200, atrailer pulled by the vehicle 200 or objects carried by the vehicle. Topermit easy installation and removal, the remote vehicle signalindicator 300 may be equipped with a magnetic backing; thus, allowingplacement of the remote vehicle signal indicator 300 on ferromagneticsurfaces (e.g., iron, cobalt, nickel, and alloys containing theseelements) of the vehicle 200, objects carried by the vehicle 200, and/ortrailers pulled by the vehicle 200 without chemical adhesive and/orother fasters (e.g., screws).

The front surface 330 may be a convex, mirrored surface that provides awide angle view of the rearward facing direction when viewed by a driverof the vehicle 200. Such a convex mirrored surface advantageouslymitigates any loss in the rearward viewing area, i.e., the areaalongside and behind the vehicle 200, when the remote vehicle signalindicator 100 is affixed to the reflective surface 130 of a side viewmirror, and may provide a better view of other vehicles within thevehicle's ordinary “blind spot”. In other embodiments, the front surface330 may be substantially flat, and in yet other embodiments, may benon-reflective.

In the present embodiment, the signal indicator display 380 is acollection of one or more light sources, e.g., lamps that provideillumination in a manner similar to the wired signal indicators of thevehicle. For example, the signal indicator display 380 may providepulses of light synchronous with the vehicle's 200 existing wired turnsignal indicators, or, for example, the signal indicator display 380 mayprovide constant illumination over the same time periods as thevehicle's 200 existing wired brake lamp indicators. In the presentembodiment, the signal display, as shown in FIG. 3, is a linear array oflight emitting diodes (LEDS) that may be may be high efficiency redLEDS.

The display reflector 340, illustrated in one embodiment as near thebottom of, and within a “cut out” of the front surface 330, provides areflector, that may be parabolic in shape, designed to collect indirectlight emanating from the light sources with the signal indicator display380 and direct the indirect light away from the front surface 330 sothat other pedestrians or vehicles in close proximity with the vehicle200 may see the a signal light beam spread 207 generated by the signalindicator display 380. The signal indicator display 380 may bepositioned behind the focal point of the display reflector 340, and inone embodiment, as is shown in FIG. 3, the horizontal aperture of thedisplay reflector 340 may be larger than the vertical aperture of thedisplay reflector 340. In such an orientation, the display reflector 340may be designed to provide the signal light beam spread 207 with ahorizontal divergence of approximately 60 degrees and a verticaldivergence of about 20 degrees. Such beam angles have been found toprovide an overall beam spread to make the remote vehicle signalindicator 300 visible from other vehicles that are positioned in typicalfollowing or passing locations. Those skilled in the art will appreciatethat various display reflector 340 designs may be satisfactorilyemployed to accommodate varying patterns, e.g., vertical, circular, andarrow shaped patterns, of the signal indicator display 380 whiledelivering the signal light beam spread 207 in a manner visible to othermotorists and pedestrians. It is noted that while five LED's areillustrated in the signal indicator display 380, it should be understoodthat the number of light sources may be varied so that as few as one ortwo light sources, e.g., LED light sources, may be used. Additionally,the type of light sources utilized in the signal indicator display 380may be varied depending upon the particular power available, lightsources available, and/or visual effects desired. Further, nothing inthis application should be interpreted to exclude the use of lensingmaterials, whether colored or clear, articulated or flat, to realizedesired propagation characteristics for the signal indicator display380.

Under daylight conditions, the solar panel 350, in the presentembodiment, provides electrical power to charge batteries (not shown)that are internal to the remote vehicle signal indicator enclosure 325.The solar panel 350 may be alternatively comprised of polycrystalline oramorphous silicon photocells that convert solar energy into electricalenergy. It should be noted that while the solar panel 350 is shownsituated atop the remote vehicle signal indicator enclosure 325, it maybe designed to wrap around the portions of the remote vehicle signalindicator enclosure 325 that receive solar energy exposure, oralternatively, the solar panel 350, as discussed with reference to FIG.9, may be located remotely from the signal indicator enclosure 325 on,for example, a top surface of the casing 105, on a roof of the vehicle200, or on a top of a trailer pulled by the vehicle 200. As furtherdiscussed with reference to FIG. 7, the batteries receive energy fromthe solar panel 350 and store power that is later delivered to theelectrical components, e.g., signal receiving elements and displaydriver elements, within the remote vehicle signal indicator 300. Thebatteries charged by the solar panel 350 may be any suitablerechargeable battery, e.g., nickel metal-hydride (NiMH) or lithium ion(Li-ion) storage panels, or other batteries of sufficient power andenergy to sustain operation of the remote vehicle signal indicator 300during periods of low light or darkness. In other embodiments, thebatteries may be non-rechargeable, disposable batteries that power theelectrical components within the remote vehicle signal indicator 300without being charged or supplemented by the solar panel 350. In yetother embodiments, where, for example, a power source is readilyavailable, the remote vehicle signal indicator 300 may obtain power froma readily available power source, and thus, need not operate under powerreceived from either batteries or the solar panel 350 at all.

Referring next to FIG. 4, shown is a functional block diagram of awireless remote vehicle signal indicator system according to oneembodiment of the invention.

While referring to FIG. 4, concurrent reference will be made to FIG. 5Aand FIG. 5B, which are flowcharts illustrating the steps performed, inone embodiment, by a transmitter 430 and a remote vehicle signalindicator 400 in supplementing a vehicle's existing wired signalindicators.

Shown are the transmitter 430, a transmitting antenna 440, the leftsignal monitoring line 270, and the right signal monitoring line 280.Also shown is the remote vehicle signal indicator 400 that includes areceiving antenna 450, a receiver 460, a display driver 480, a display490 (which may be referred to as a signal indicator display), and apower supply 470.

The receiving antenna 450 is coupled to the receiver 460, and thereceiver 460 is coupled to the power supply 470 and the display driver480. The display driver 480 is coupled to the display 490 and the powersupply 470. The left signal monitoring line 270 and the right signalmonitoring line 280 are coupled to the transmitter 430. The transmitter430 is coupled to the transmitting antenna 440. The transmitting antenna440 transmits signals wirelessly to the receiving antenna 450.

The transmitter 430, as is discussed in further detail with reference toFIG. 6, monitors the left and right signal drivelines 250, 260, for avehicle indication signal (Step 510 of FIG. 5A), e.g., an electricalsignal that may be a pulsed electrical turn indicator signal, at theleft and right signal line tap 220, 230 by monitoring for the vehicleindication signals at the left signal monitoring line 270 and the rightsignal monitoring line 280.

Next, when a vehicle indication signal is on the vehicle signaldrivelines 250, 260, the transmitter 430 receives the vehicle indicationsignal (Step 515 of FIG. 5A), the transmitter 430 receives and processesthe vehicle indication signal and generates a receiver activation signal(Step 520 of FIG. 5A), as discussed further in reference to FIG. 6, bymodulating a carrier wave in response to the received vehicle indicationsignal. The receiver activation signal corresponds to the vehicleindication signal that is generated within the vehicle. For example, thereceiver activation signal is a pulsed signal that is synchronous withthe vehicle indication signal. The transmitter 430 then transmits thereceiver activation signal to the remote vehicle signal indicator 400(Step 525 of FIG. 5A) wirelessly via the transmitting antenna 440. Step515 may optionally comprise determining whether both left and rightsignal indicators are asserted meaning that the brakes are engaged anddiscriminate whether to send both left and right receiver activationsignals or not based on the configuration of the embodiment. Forexample, if both the left and right turn signals are on and the leftturn signal is also engaged, then the left receiver may be instructed toblink instead of remain on for the duration of the time that the brakeis engaged, while the right blinker in this case remains off for theduration of the brake engagement without blinking. This is an aestheticchoice and embodiments of the invention may opt to use brakediscrimination or simply display a solid light on the remote vehicleindicator that is not flashing when the brakes are on. The power usageof the remote vehicle indicators is higher in embodiments that do notutilize brake discrimination since a remote vehicle signal indicatorshowing a brake signal may be on for more than a minute when a vehicleis stopped for example. Local regulations may dictate the use of brakediscrimination to disallow the display of brake signals on the remotevehicle signal indicators or direct copying of a vehicle's indicatorsignals on the remote vehicle signal indicators for example to show thebrake/hazard/reverse gear signals.

The receiver 460, as discussed in further detail with reference to FIG.7, monitors the receiving antenna 450 for the receiver activation signalfrom the transmitter 430 (Step 530 of FIG. 5B). Next, the receiveractivation signal is received (Step 535 of FIG. 5B) at the remotevehicle signal indicator 400, e.g., the receiver 460 receives anddemodulates the receiver activation signal to obtain the vehicleindication signal.

The display driver 480 receives the vehicle indication signal andgenerates a display signal (Step 540 of FIG. 5B) that providessufficient power at an appropriate voltage to drive, i.e., illuminate,the display 490.

The display 490, receives the display signal, and in response,illuminates the display 490 (Step 545 of FIG. 5B). The display signaland the illumination level of the display 490 correspond to the vehicleindication signal which, in the present embodiment, corresponds toeither the left or right wired turn indicators of the vehicle 200. Forexample, if the vehicle indication signal is a turn signal, both thedisplay signal and the illumination level of the display 490 will bepulse-like. Therefore, in this example, the display 490, which mayinclude, for example, the signal indicator display 380, illuminatessynchronously with an existing, flashing, wired turn signal indicator232 or 234 of the vehicle 200. However, in other embodiments, thevehicle indication signal corresponds to other vehicle signalindications, e.g., brake lights, reverse lights, hazard lights, etc.,having static durations, or pulse widths and repetition rates asrequired.

The power supply 470 of the remote vehicle signal indicator 400 providesoperational power to both the receiver 460 and the display driver 480.The power supply may utilize a combination of solar energy conversionalong with energy storage devices, e.g., batteries, to provide thisoperational power.

Referring next to FIG. 6, shown is one embodiment of the transmitter 430of FIG. 4. Shown is the left signal line tap 220, the right signal linetap 230, the left signal drive line 250, the right signal driveline 260,the left signal monitoring line 270, the right signal monitoring line280, a body ground padeye 603 (also referred to as a “groundconnection”), a bipolar rectifier 605, a left signal input 607, a rightsignal input 609, a left signal rectifier diode 615, a right signalrectifier diode 625, a storage capacitor 620, a programmable serialencoder 630, serial fusing links 631 (alternatively referred to asserial cutting links 631), a radio frequency (RF) transmitter 640, adata framing clock 650, a crystal 655, an impedance matching network660, and a transmission antenna 670. Serial fusing links 631 may bereplaced by a DIP switch or any other method of providing a settablecode.

The left signal monitoring line 270 is coupled to the left signal driveline 250 at the left signal line tap 220. The right signal monitoringline 280 is coupled to the right signal drive line 260 at the rightsignal line tap 230. As discussed above, the left signal monitoring line270 and the right signal monitoring line 280 receive the electricalsignals, i.e., the left and right turn signals (generically known as thevehicle indication signals), generated in the operation of the vehicle200. The left signal monitoring line 270 and the right signal monitoringline 280 carry the vehicle indication signals to the left input 607 andthe right input 609 of the bipolar rectifier 605 respectively. The bodyground padeye 603, also connected with the bipolar rectifier 605, in thepresent embodiment, allows the bipolar rectifier 605 to be grounded byattachment of the body ground padeye 603 to the body of the vehicle atany convenient point close to the transmitter 430.

The bipolar rectifier 605, for example, a diode bridge rectifier,provides accommodation for positive or negative body grounding schemesin host vehicles. In most vehicles, the wired turn signal lamps 232, 234are activated by switching the positive polarity on and off with a fixedreturn provided by local grounding of the signal lamps to the vehiclebody. In some vehicles, however, the vehicle body is positivelygrounded, and the grounded polarity is switched on and off. The bipolarrectifier 605 allows for installation without concern for the groundingscheme of the host vehicle by providing an output to the left signalrectifier diode 615 and the right signal rectifier diode 625 wherein thepositive polarity is switched on and off regardless of the hostvehicle's grounding scheme; thus, installation is simplified because aninstaller need not be concerned with the polarity of the host vehicle'sbody.

A less common circuit scheme for wired signal displays, e.g., turnsignal lamps, brake lamps, reverse gear lamps and hazard lamps that areintegral with the vehicle 200, brings the vehicle's 12 volt supply toeach lamp without switching, and illuminates the wired signal displaysby completing their return paths to body ground. When such a circuitscheme is encountered, the left signal monitoring line 270 and the rightsignal monitoring line 280 are connected with line taps to the left andright wired display lamps' switched ground return cables, respectively(not shown). In this embodiment, the body ground padeye 603 iselectrically coupled to an unswitched 12 volt cable with an insulationdisplacement tap.

In the present embodiment, the bipolar rectifier 605 has a left signaloutput 606 and a right signal output 608 that are electrically coupledto the left signal rectifier diode 615 and the right signal rectifierdiode 625, respectively. The bipolar rectifier 605 provides, via theleft signal output 606 or the right signal output 608, positive signalpulses regardless of the type of grounding scheme a body of the hostvehicle has.

Power to operate the programmable serial encoder 630, the RF transmitter640, and the data framing clock 650 may be derived from either the leftor right signal pulses from the left signal output 606 or the rightsignal output 608, respectively. Energy from the left signal pulses andthe right signal pulses is passed by the left signal rectifier diode 615and the right signal rectifier diode 625 respectively into the storagecapacitor 620. The storage capacitor 620 functions to maintain anacceptable level of power to the programmable serial encoder 630, the RFtransmitter 640, and the data framing clock 650 by storing energyreceived from either the left or the right signal pulses and providingpower in between the received left or right signal pulses to theprogrammable serial encoder 630, the RF transmitter 640, and the dataframing clock 650. In one embodiment, the storage capacitor 620 isapproximately 4400 microfarads so that it produces a sustaining voltagewith a nominal average value of 11.3 volts, and a ripple magnitude thatis determined by the pulse repetition rate. The sustaining voltage,(illustrated as V_(SUS) in FIG. 6), is provided to the programmableserial encoder 630, the RF transmitter 640, and the data framing clock650. Thus, the transmitter 430, in the present embodiment, receivesoperating power from either of the signal monitoring lines 270, 280.Those of ordinary skill in the art will recognize that the capacitorsize and precise circuitry may be varied to deal with varying energylevels received by signal pulses and to meet the particular powerdemands of the hardware utilized for the programmable serial encoder630, the RF transmitter 640, and the data framing clock 650. A value of4400 microfarads assures that the transmitter will activate for aminimum of 4 seconds with even the shortest of inputs, e.g., a brief tapon the brakes. It is likely that a driver will use the brake before theturn signal when first starting the automobile, thus setting thereceivers to switch to fast wakeup mode even before the turn signals areinitially utilized. With the receivers set to fast wakeup mode, there isno noticeable initial delay when using the turn signals.

The ability of the transmitter 430 to receive power from either the leftor right signal driveline 250, 260, via the left signal monitoring line270 or the right signal monitoring line 280, respectively, allows thetransmitter 430 to be installed without having to locate power lineswithin the vehicle to operate the transmitter 430. Thus, installation issimplified and less expensive because labor otherwise required to feedwires from a power source within a vehicle to the transmitter 430 isavoided, and additional parts needed, e.g., wires and connectors, to doso are unnecessary.

The left and right signals provided by the bipolar rectifier 605 arealso supplied to a left signal input 632 (illustrated as BRITE LEFT inFIG. 6) and a right signal input 634 (illustrated as BRITE RIGHT in FIG.6) of the programmable serial data encoder 630. In the presentembodiment, the programmable serial data encoder 630 pulse modulates theRF transmitter 640 at a radio frequency of 433 MHz, but it should berecognized that the programmable serial data encoder 630 may pulsemodulate the RF transmitter 640 at other frequencies. Generallyfrequencies within the range of about 88 megahertz to about 4 gigahertzare technically feasible for pulse modulating the RF transmitter 640,however, many intervening bands across this frequency range will beunsuitable due to domestic and foreign regulatory assignments andrestrictions.

In order to encode the signal to be transmitted, so that only desiredreceivers can use the signal, the programmable serial data encoder 630,in the present embodiment, employs a serial protocol comprising a signalrecognition preamble of various bits, followed by a data stream of 14bits, and a stop suffix of various bits. The first 10 bits of this datastream uniquely identify the transmitter 430 with one of 1024 possibleaddresses that also identifies the desired receiver in the same vehicle.The ninth and tenth bits indicate whether the transmitted signal is aleft or right turn signal. The thirteenth and fourteenth bits remainavailable for possible alternate product configurations. It isrecognized that the transmitter 430, in other embodiments, may use anyknown method of encoding the signal for identification purposesincluding those methods for error detection and error correction.

The data recognition stream may be inexpensively developed from a numberof serial fusing links 631 (e.g., ten serial fusing links 631) coupledwith the programmable serial data encoder 630 and located on a PC board(not shown) supporting the programmable serial data encoder 630. As isknown to one of ordinary skill in the art, the serial fusing links 631may each be opened or closed (i.e., fused), and any binary pattern ofopen and closed fused links may be created. As discussed further hereinwith reference to FIG. 7, a pattern of open and closed fuse links withinthe serial fusing links 631 is established, i.e., a user selectable codeis established, and a matching pattern of open and closed fuse links issimilarly established on a decoder of the receiver. In this way, aparticular transmitter may be programmed by selecting a pattern of openand closed serial fusing links 631 that match the pattern of open andclosed fuse links of a particular receiver so that the particulartransmitter may communicate only with that particular receiver.

The data framing clock 650, coupled to the programmable serial encoder630, provides inherently accurate framing for the programmable serialencoder 630. In the present embodiment, the data framing clock 650 is anoscillator that employs the crystal 655 which may be an inexpensivecrystal (like those used in watches) that oscillates at 32.760 MHz toestablish a framing time interval at 30.518 microseconds. Otherembodiments utilizing other operating frequencies comprise framing timeintervals that correspond to the selected operating frequency.

The RF transmitter 640 is coupled to the transmission antenna 670 viathe impedance matching network 660. In the present embodiment, thesignal (e.g., the receiver activation signal that corresponds to avehicle indication signal of the vehicle indication signal drive line),in the form of a pulse modulated signal, is carried via the impedancematching network to the antenna 670 and radiated by the antenna 670 intosurrounding space to be received by the remote vehicle signal indicator400. In the present embodiment, the impedance matching network is apassive impedance matching network that facilitates more efficienttransfer of the transmitter's output energy into the antenna andsurrounding space.

In several embodiments, as discussed with reference to FIG. 2, theantenna 670 is a straight line quarter wavelength “whip” or “longwire”antenna that may be a quarter-wave resonant trace on a transmitter boardwith an overall length of 6.8 inches. In yet other embodiments, theantenna 670 is a coiled loop antenna having a complex impedance matchedto the complex impedance of the RF transmitter 640. Preferably, thecoiled loop antenna is fabricated as an etched trace on a printedcircuit board, however, this fabrication technique is not required andother fabrication techniques are in keeping with the spirit of theinvention.

In still other embodiments, the antenna 670 may be integrated as aresonant helix in an oscillator tank circuit of the RF transmitter 640.Any method of integrating these helix antennae into transmitter circuitsmay be used by one of ordinary skill in the art. Although particularantenna designs are disclosed, other designs are contemplated and wellwithin the scope of the invention. FIGS. 10A–D are four contiguousschematic views of an embodiment of a transmitter configured todiscriminate between brake signals and turn signals. These figures showone possible embodiment of FIG. 6 in greater detail and as one skilledin the art will recognize are exemplary only in that many equivalentdesigns may be substituted to yield the same functionality. For exampleany implementation yielding the functionality described herein forexample via use of a microprocessor implementation instead of discretelogic is in keeping within the spirit of the invention.

FIG. 10A shows initial voltage suppressors CR1 & CR2 coupled with theinput WIRE_PAD LEFT and WIRE_PAD RIGHT line taps. (The WIRE_PAD LEFT andWIRE_PAD RIGHT line taps correspond to left and right signal line taps220 and 230 of FIG. 6.) The outputs from the voltage suppressors arriveat the bridge rectifiers U2 and U3 in order to rectify the signals topositive voltage regardless of the grounding scheme used by the vehicleas previously described with reference to FIG. 6. The output from thebridge rectifiers couples with capacitors C4 & C6 to supply voltage tothe transmitter so that the power line for the vehicle does not have tobe spliced into. Two capacitors may be utilized for form factorconsiderations as is the case in this embodiment. The voltage regulatorU6 regulates the voltage from the capacitor and supplies power to theremainder of the transmitter circuitry. The output of the voltageregulation circuitry yields Vcc and R0 through two Schmidt triggersserially arranged. R0 drops low to indicate that the voltage is too lowand operates to reset the state of various flip flops in the circuit asone skilled in the art may readily trace.

The bridge rectifiers also drive photocoupler U5 which providesisolation from the vehicles electrical system. The left turn signal isreferred to as LT and the right turn signal is referred to as RT in thefollowing discussion. Signals LT and RT and their complements (LT* andRT*) exit FIG. 10A and arrive at FIG. 10B.

FIGS. 10B and 10C shows the brake discrimination logic for this brakediscrimination configured embodiment. The purpose of logic shown in thisembodiment of the brake discriminator as detailed in FIGS. 10B and 10Cis to ensure that a non-flashing remote vehicle signal indicator doesnot emit light and thereby utilize power if both the left and right turnsignals are on for greater than 1.5 seconds which indicates that thebrake is engaged. One skilled in the art will readily recognize that anyother time constant may be utilized in keeping with the spirit of theinvention. The circuitry of FIG. 10B comprises left, right and left andright logic paths to signify left, right and the combination of bothleft and right states of the vehicle signal indicator lines. Forexample, the output of AND gate U17A denotes that the LEFT vehiclesignal indicator is on and the RIGHT vehicle signal indicator is off.The output of U7A indicates that the brake is off and the LEFT vehiclesignal indicator is on and RIGHT is off. The output of U7B indicatesthat the brake is on and the LEFT vehicle signal indicator is on and theRIGHT vehicle signal indicator is off. The output of U14A is the OR ofthe previous two conditions. The Q output of D Flip Flop U15A signifiesthat both LEFT is on irrespective of the brake condition. The output ofU13C goes low if both LEFT and RIGHT have been on for longer thanapproximately 1.5 seconds. The oscillator formed by U19C and U19D runsat a 100 Hertz rate and remains in operation until such time that RIGHTor LEFT is asserted as per U11D when either LEFT or RIGHT indicators areasserted. The output of this oscillator is applied via U14D to the clockinputs of D Flip Flops U12A and U1A to repeatedly test the LEFT andRIGHT input states until a valid condition appears.

FIG. 10C illustrates the operation on conditioned signals LEFT ENABLED(LTEN), RT (RIGHT), the complement of LEFT (LT*), RIGHT ENABLED (RTEN),LEFT, the complement RIGHT NOT (RT*), and RESET. The outputs of thecircuitry on FIG. 10C that arrive in FIG. 10B are FLIP->RT and FLIP->LTwhich signify that the left blinker was on and has been switched to theright blinker, and that the right blinker was on and has been switchedto the left blinker respectively. This circuit discriminates between atrue reversal of signal direction and the application of brakes, whichcan momentarily create a very similar LEFT and RIGHT signal inputscondition. GATED_LEFT and GATED_RIGHT are input to the encoder U8 inFIG. 10D corresponding to encoder 630 of FIG. 6 to drive particular bitsof the transmitted signal to properly address the right and left remotevehicle signal indicators. The DIP switch SW1 coupled to encoder U8allows for the setting of the unique identifier per vehicle so that thetransmitter does not drive other remote vehicle signal indicators onother vehicles. The output from encoder U8 drives the input oftransmitter U10 corresponding to transmitter 640 in FIG. 6 which in turntransmits the resulting electromagnetic waves via the PCB loop antennacorresponding to antenna 670 of FIG. 6. As the circuitry of FIGS. 10Band 10C comprise LEFT and RIGHT oriented circuitry, the tracing of theRIGHT circuitry is identical to the tracing of the LEFT orientedcircuitry as described as one skilled in the art will readilyappreciate.

FIGS. 11A–B are two contiguous flow charts of an embodiment of the brakediscrimination circuitry state as illustrated in FIGS. 10A–D. If eitherindicator is on, the corresponding remote vehicle signal indicator isasserted unless both the left and right signal indicators are on forover 1.5 seconds. Any value besides 1.5 seconds may be utilized in thecircuitry in order to check for simultaneous left and right indicatorsignals by replacement of the C20 and R21 components to yield a desiredtime constant. Once the brake is on or a signal indicator is assertedthe corresponding remote vehicle signal indicator may be flashed on andoff. Tracing the flow of logic for the left blinker (left side of FIG.11A) for example once the LEFT vehicle indicator signal is assertedassuming that the right signal is off, the RESET signal is sent throughthe circuitry via U17C in FIG. 10B. After the power comes up and tracingthrough U17A, U7A, U14A, U12A and U12B the signal LEFT Enabled (LTEN) isset. This also sets GATED_LEFT as per U9A the encoder U8 correspondingto 630 in FIG. 6, transmitter corresponding to 640 in FIG. 6 and loopantenna 670 in FIG. 6, which turns the left remote vehicle signalindicator on. Continuing in FIG. 11B, if the RIGHT vehicle signalindicator is suddenly turned on, then the U20A D Flip Flop in FIG. 10Cis clocked, which sets the Q output high and begins the charging ofcapacitor C7 via resistor R7. If the charging continues withoutinterruption for approximately 0.75 seconds, it will result in thedropping of the output of U19A (FLIP->RT) which causes GATED_RIGHT to bepreset in D Flip Flop U1B, thereby flipping the signals. (See the “n”output of the branch RIGHT BLINK decision point in FIG. 11B.) If howeverthe brake has been applied, this will be signaled by LT* going low,which passes through U9C and U9D to clear Flip Flop U20A before 0.75seconds have passed, so capacitor C7 will quickly discharge, and therewill be no change in the output of U19A. (See the “y” output of thebranch BRAKE? decision point in FIG. 11B.) If the “L & R ON>1.5 S”branch is true as per the output of U17C in FIG. 10B, then the “BRAKEFLAG” is set, this is also denoted as the “L & R” state in the diagram.When there are no LEFT, RIGHT or brake (L & R) signals asserted into thecircuit, the circuit resets as per U13B in FIG. 10A.

Referring next to FIG. 7, shown is a functional block diagram of thefunctional subcomponents of one embodiment of the receiver 460, thepower supply 470, the display driver 480, and the display 490 of FIG. 4.Shown is a receiving antenna 702, a radio frequency (RF) amplifier 705,a mixer 710, a local oscillator 720, an intermediate frequency (IF)amplifier 725, an automatic gain controller 730 (also referred to as AGC730), a signal detector 735, a decoder 740, fusing links 741(alternatively referred to as cuttable links 741), a data framing clock742, a decoding oscillator 744, a boost switching supply 745, a digitalcontrol logic module 750, a solar panel 755, a battery 760, a wake upand sample timer 765, a display driver 770, a signal indicator display775, and an AND gate 780.

In operation, the receiving antenna 702 receives the receiver activationsignal in the form of a modulated carrier wave, which may be a pulsemodulated signal, transmitted from the transmitter 430. In severalembodiments, the receiving antenna 702 is a straight line quarterwavelength “whip” or “longwire” antenna. In yet other embodiments, theantenna 702 is a coiled loop antenna having a complex impedance matchedto the complex impedance of an input to the RF amplifier 705.Preferably, the coiled loop antenna is fabricated as an etched trace ona printed circuit board, however, this fabrication technique iscertainly not required and other fabrication techniques commonly knownto one of ordinary skill in the art are not precluded. In still otherembodiments, the receiving antenna 702 may be integrated as a helix inthe RF amplifier 705. Methods of integrating these helix antennae intoreceiver circuits are commonly known to one of ordinary skill in theart.

The receiving antenna 702 is coupled to the RF amplifier 705. The RFamplifier 705 is coupled to the local oscillator 720 and the IFamplifier 725 at the mixer 710. An output of the IF amplifier 725 iscoupled to an input of the AGC 730 and a signal detector 735, and anoutput of the AGC is coupled to the IF amplifier 725 and the RFamplifier 705.

In one embodiment, the receiver 460 of FIG. 4 includes the RF amplifier705, the mixer 710, the IF amplifier 725, the local oscillator 720, theAGC 730, the signal detector 735, the decoder 740, the data framingclock 742, the digital control logic 750, and the wake up and sampletimer 765. The RF amplifier 705, mixer 710, local oscillator 720 and IFamplifier are components of a typical integrated superheterodynereceiver as will be appreciated by one of ordinary skill in the art.

In operation, the receiving antenna 702 provides the receiver activationsignal in the form of a modulated carrier wave to the RF amplifier 705where the receiver activation signal is amplified by the RF amplifier705 and then mixed at the mixer 710 with a signal from the localoscillator 720 to produce a signal at an intermediate frequency that isfed into the IF amplifier 725 for amplification.

The AGC 730 accepts the output of the IF amplifier and applies avariable DC gain control voltage to the RF amplifier 705 and the IFamplifier 725 so that a stable signal is provided by the IF amplifier725 to an input of the signal detector 735. This signal is illustratedas V_(IF) in FIG. 7.

The signal detector 735 receives the stable signal (V_(IF)) from the IFamplifier 725 and produces a signal in the form of a streaming digitaloutput 738, with zeros denoted by long pulses, and ones denoted byshorter pulses. This streaming digital output 738 is provided to thesignal decoder 740. The signal detector 735 in the present embodimentincorporates “preamble” decoding logic to recognize and synchronize theincoming data to the programmable serial data encoder 630 in thetransmitter. As discussed with reference to FIG. 6, a 14-bit serial datastream uniquely identifies the transmitter and the direction turnsignal.

The streaming digital output 738 of the signal detector 735 is receivedby the decoder 740 as a signal in the form of a streaming digital input.The data framing clock 742 in the present embodiment is identical to thedata framing clock 650 in the transmitter, and provides an accurateframe time that may be 30.518 microseconds for the streaming digitalinput. In the present embodiment, the decoder 740 compares the streamingdigital input to a sequential pattern which may be defined by a numberof thin, fusing links 741, e.g., ten fusing links 741. As discussed withreference to FIG. 6, the pattern of fusing links 741 on the decoder 740is made to be the same as the pattern of fusing or cuttable links on theprogrammable serial data encoder 630. When an incoming pattern of thestreaming digital input matches the sequential pattern defined by thefusing links 741, the decoder 740 provides an enable signal 743 to thedisplay driver 770. The enable signal 743 places the signal indicatordisplay 775 in a state of readiness without illuminating the display byforming one input of the two input AND gate 780 so that the displaydriver 770 may drive the signal indicator display 775 when a signal 752is received by the other input to the AND gate 780.

To minimize receiver power consumption at the remote vehicle signalindicator 400 when monitoring for a receiver activation signal, e.g., aturn signal, brake, hazard or reverse gear indicator signals, the wakeup and sample timer 765, coupled with the digital control logic 750 andthe battery 760, cycles the electrical components of the receiver on andoff, as discussed further herein, to reduce the power consumption of theremote vehicle signal indicator 700.

The wake up and sample timer 765, which may be a low power CMOS wake andsample timer, runs continuously from power supplied by the battery 760,and controls the boost switching supply 745 via control logic 750. Inthis embodiment the wake up and sample timer 765 sends a “wakeup” signal762 to the digital control logic 750 every 1.9 seconds, and the digitalcontrol logic 750, in response to the wakeup signal 762, activates theboost switching supply 745 by sending a boost signal 764 to the boostswitching supply.

In one embodiment, the power supply 470 of FIG. 4 is comprised of theboost switching supply 745, the solar panel 755, a Schottky rectifierdiode 756, and the battery 760. The battery 760 in one embodiment is a2.4 volt rechargeable battery which may be two nickel-metal-hydridepanels configured in series at 1.2 volts each to provide a total of 2.4volts.

The boost switching supply 745 increases a voltage from the batterywhich may be 2.4 volts to a voltage awake power (illustrated as V_(AP)in FIG. 7) that may be about 8 volts. The V_(AP) is supplied to cycledreceiver elements that, in the present embodiment, include the RFamplifier 705, the mixer 710, the IF amplifier 725, the local oscillator720, the AGC 730, the signal detector 735, and the decoder 740. TheV_(AP), in this embodiment, is applied to these elements for a period of100 milliseconds to allow sufficient time for transient settling in thereceiver, and an appropriate “listening”, i.e., monitoring interval, todetermine if a receiver activation signal is entering the antenna 702.Thus, in this embodiment, the boost switching supply 745 is providingcontinuous power to the cycled receiver elements indicated above for 100milliseconds in a two-second time period.

If there is no receiver activation signal received during the 100millisecond “awake interval”, the wake up and sample timer 765 removesthe wake up signal 762 from the digital control logic 750, and inresponse, the digital control logic 750 removes the boost signal 764from the boost switching supply 745; thus, deactivating the boostswitching supply 745, and removing the V_(AP) from the cycled receiverelements. As a result, during any two-second interval when no receiveractivation signal is received, the V_(AP) voltage is applied to thecycled receiver elements discussed above for only 100 milliseconds. Inother words, when no receiver activation signal is detected, power isapplied to the receiver elements only five percent of the time; thus,economizing the use of stored energy in the battery 760. This economicaluse of the stored energy in the battery is important so that the storedenergy is consumed at a rate low enough to provide power to the receiverelements through periods when solar exposure is low or almostnon-existent, e.g., at night. Under such low solar energy conditions,the battery 760 may not be recharged with energy from the solar panel755 at a rate at which energy is used by the receiver elements; thus,this economical use of stored energy during monitoring for the receiveractivation signal helps to maximize the time the remote vehicle signalindicator 400 is operable before the stored energy is exhausted. Asnoted in the section above describing an embodiment of the transmitterconfigured to discriminate brake signals, further power reduction ispossible by not asserting a brake signal on the remote vehicle indicatorat all.

When a vehicle activation signal is received during the 100 millisecondawake interval, the signal detector 735 outputs an affirmative signal736 (that corresponds to the vehicle indication signal on the signaldrive line(s) 250, 260) to the digital control logic 750. In response tothe affirmative signal 736, the digital control logic 750 sets aninternal flag and keeps the boost switching supply 745 functioning byproviding the boost signal 764 to the boost switching power supply 745for about 30 seconds; thus, over-riding the wake-up and sample timer 765for that period of about 30 seconds. As a result, V_(AP) is applied tothe cycled receiver elements for about 30 seconds to anticipate the nextsignal.

During the period of about 30 seconds when V_(AP) is applied to thecycled receiver elements, in one embodiment, the digital control logic750, in response to the affirmative signal 736, provides a signal 752,e.g., in the form of one or more pulse(s), to the display driver 770. Inone embodiment, the signal 752 is a pulsed signal having a pulse widthapproximately equal to the pulse width of the vehicle indication signalon the signal drive line(s) 250, 260 generated within the vehicle 200.

The signal 752 provided by the digital control logic 750 is received bythe AND gate 780 and is logically ANDED, with the enable signal 743received from the decoder 740 so that when both the enable signal 743 isreceived from the decoder 740 and the signal 752 is received from thedigital control logic 750, a remote vehicle indication signal 756 a,generally referred to as a display signal, is generated that correspondsto (i.e., has a frequency similar to) the vehicle indication signal onthe signal drive line(s) 250, 260 generated within the vehicle 200. Theremote vehicle indication signal 756 a drives the signal indicatordisplay 775 so that the signal indicator display 775 illuminatessynchronously with the wired signal indicators (vehicle indicationsignals) generated within the vehicle 200. Thus, an illuminated display,in response to a receiver activation signal, is provided by the remotevehicle signal indicator 700 that emulates an existing wired signaldisplay.

Beneficially, the remote vehicle signal indicator 700 may be constructedso as to generate sufficient power to be isolated from power sourceswithin the vehicle. In one embodiment, one terminal of the solar panel755, as shown in FIG. 7, is connected to the positive terminal of thebattery 760 through a Schottky rectifier diode 756. The other terminalof the solar panel 755 is connected to the negative terminal of thebattery 755.

In one embodiment, the solar panel 755 is an amorphous silicon solarpanel with an effective collection area of 3.6 square inches and atypical minimum output in bright, direct sunlight of 20 milliamps atfour volts. The solar panel 755 in one embodiment continuously andvariably trickle-charges the battery 755 which is composed of twoprecharged nickel-metal-hydride cells in series at 1.2 volts each;thereby making the battery 2.4 volts. In another embodiment, the battery755 is a lead/acid gel cell, which is more tolerant of trickle chargingthan most newer battery chemistries.

The Schottky rectifier diode 756 prevents battery discharge through thesolar panel 755 during low light conditions. In the nickel-metal-hydrideembodiment, a constant current charging circuit is not required becausethe cells are trickle charged at currents below the ratio of (C/20)amps, wherein C is the battery capacity in milliamp-hours and 20 is anumber of hours.

Thus, in several embodiments, the remote vehicle signal indicator 700 isable to operate from power generated by the solar panel 755 withoutsupplemental power from other power sources. As a result, the remotevehicle signal indicator 700 may be located upon a vehicle withoutconcern for the proximity of power sources resident within the vehicle.

FIGS. 12A–B are two contiguous schematic views of an embodiment of areceiver configured with power management functionality. Photovoltaicarray in upper left of FIG. 12A couples with Lithium Ion battery chargerchip U1 which further couples with a 3.7 volt Li-ION cell and voltageregulator U2. Data input to the remote vehicle signal indicator is inthe form of electromagnetic waves that are received by the antenna onthe left of FIG. 12B that enters filter FL2A, here a band pass filterwhich drives an input of the receiver chip U8. The receiver chip drivesthe decoder chip U9 coupled with DIP switches set to the unique id ofthe transmitter so that it only decodes signals sent from thecorresponding transmitter. The output of the decoder is either on pin 2for a LEFT remote vehicle signal indicator or pin 3 for a RIGHT remotevehicle signal indicator. This signal drives the LED lamps at the bottomof the diagram. Returning to FIG. 12A, the circuitry of the remotevehicle indicator in the bottom portion of the figure relates to powermanagement functionality in that the output of D Flip Flop U5B acts tocontrol the voltage regulator to in effect power the receiver fordiscrete periods of time in order to effect power savings when theremote vehicle signal indicator is not in use. For example when a validtransmission has been detected by decoder U9 in FIG. 12B, the capacitorC4 quick charges which causes D Flip Flop U5A to output a one on its Qoutput. This causes the clock of D Flip Flop U5B to utilize a ½ secondcycle instead of a 4 second cycle. Binary counter U4 is reset whenever avalid transmission is observed via pin 12. If there is no validtransmission observed by binary counter U4, then when the binary countertimes out, this serves to clear D Flip Flop U5A, which switches theclock cycle of D Flip Flop U5B back to a 4 second cycle as per U7D andU7C.

FIG. 13 shows a flow chart of an embodiment of the power managementfunctionality depicted in FIGS. 12A and 12B. One or more embodiments ofthe receiver utilize the methodology in order to save power. If there issunlight available, the charger is enabled. If the battery has a fullcharge, then the charger is disabled, otherwise the battery is charged.When not in use, the receiver wakes up every four seconds to determineif there is any valid signal detected. If there is a valid transmissiondetected then the wakeup cycle occurs every quarter of a second (shownas every half second in FIG. 12A). If 30 minutes have passed without asignal then the receiver switches back to checking for a valid signalevery 4 seconds. As these times are exemplary, one skilled in the artwill recognize that any other values may be utilized in order toconserve more or less power as desired for the application. The purposeof checking faster within a 30 minute period is that once an indicatoris asserted, the vehicle is probably in use and benefits from quickerresponse time in the indicators.

Referring next to FIG. 8A and FIG. 8B, shown are alternative embodimentsof the invention. Shown in FIG. 8A is the vehicle 200, a trailer 810 andwireless left turn signal indicators 805 (referred to generally asremote vehicle signal indicators). Shown in FIG. 8B is a tractor-trailer820 having an oversized trailer 825, wireless left turn signalindicators 805, and wireless brake signal indicators 815 (referred togenerally as remote vehicle signal indicators).

Referring to FIG. 8A, the vehicle 200 includes a side view mirrorassembly 120, and the side view mirror assembly 120 has one of thewireless left turn signal indicators 805 attached to its reflectivesurface 130. The vehicle 200 is further coupled to a trailer 810 whichhas two wireless left turn signal indicators 805 affixed to a leftexterior face of the trailer 810.

In practice, when the wireless left turn signal indicators 805 receive areceiver activation signal that corresponds to a left turn signal, thewireless left turn signal indicator affixed to the side view mirrorassembly 120, as well as the two wireless left turn signal indicators805 affixed to the trailer, respond with an illuminated display thatcorresponds to the wired left turn indicators of the vehicle 200. Thus,supplemental turn signal coverage is provided so that when, for example,other motorists are approaching from the rear of the vehicle, but areapproximately even with the trailer 810, the wireless left turn signalindicators 805 on the trailer provide additional stimulus to theapproaching motorist which may be very beneficial when the view of thevehicle's existing wired indicators are obstructed by the trailer itselfand the driver of the vehicle is initiating a left turn. Although theleft side of the vehicle 200 and the left side of the trailer 810 areshown, it should be understood that the right side of the vehicle andthe trailer may be equipped in the same manner with wireless right turnsignal indicators (not shown) that respond in the same manner to areceiver activation signal that is representative of a right turnsignal.

Beneficially, the wireless left turn signal indicators 805 need not befed with wires from within the vehicle 200 to receive either power orthe vehicle activation signal. Thus, a vehicle that is not equipped witha signal driveline coupling assembly located near its hitch may have thewireless left turn signal indicators 805 and wireless right turn signalindicators (not shown) added without having to feed wires from the bodyof the vehicle 200 to the trailer 810, making installation simple andinexpensive.

Referring next to FIG. 8B, connected with the left external face of theoversized trailer 825 are two wireless left turn signal indicators 805,and connected with the rear external face of the oversized trailer 825are two wireless brake signal indicators 815.

In practice, the wireless left turn signal indicators 805 operate in thesame manner in response to a receiver activation signal corresponding toa left turn signal as do the wireless left turn signal indicators 805discussed in reference to FIG. 8A. The two wireless brake signalindicators 815, however, are responsive to a vehicle activation signalthat corresponds to a wired brake signal indicator of the tractortrailer 820. Thus, when a driver of the tractor-trailer 820 equippedwith one or more transmitter(s), such as the transmitters 205, 210 ofFIG. 2, applies the brakes, a receiver activation signal is transmittedby transmitters within the tractor trailer 820 and received by thewireless brake signal indicators 815 that supplement the existing wiredbrake lamps of the tractor trailer 820. In response, the wireless brakesignal indicators 815 respond with a steady illuminated display forapproximately the same period of time as the brakes are applied.

Again, the wireless left turn signal indicators 805 and the wirelessbrake signal indicators 815 provide supplemental notification to otherdrivers and pedestrians of impending turning and immediate braking thatmight otherwise go unnoticed.

It should be recognized that supplemental wireless hazard signalindicators and/or reverse gear signal indicators may be implemented inmuch the same manner as shown with the left turn signal indicators 805and the brake signal indicators 815.

Referring next to FIG. 9, shown is another embodiment of the inventionin which solar panels that are physically isolated from the remotevehicle signal indicators 100 supply power to one or more remote vehiclesignal indicators 100. Shown is an oversized trailer 905 of atractor-trailer truck having a first solar panel 910, a second solarpanel 915, a first left turn signal indicator 920, a second left turnsignal indicator 925, and two hazard signal indicators 930 (referred togenerally as remote vehicle signal indicators).

The first solar panel 910, located on the exterior top of and near thefront of the oversized trailer, is coupled, e.g., with wire, to the leftturn signal indicator, located on a left exterior face of the oversizedtrailer 905, and a right turn signal indicator (not shown) located on aright exterior face of the oversized trailer 905. The second solar panel915, located on the exterior top of and near the rear of the oversizedtrailer is coupled, e.g., with wire, to the second left turn signalindicator 925, located on the left exterior face of the oversizedtrailer 905 and a second right turn signal indicator (not shown) locatedon the right exterior face of the oversized trailer 905. Additionally,the second solar panel 915 is electrically coupled to two hazard signalindicators 930 located on the rear exterior face of the oversizedtrailer 905.

In practice, the first solar panel 910 collects solar energy andsupplies electrical energy to charge a battery supply of the first leftturn signal indicator 920 and the first right turn signal indicator (notshown). The electrical energy is stored by each of the first turn signalindicators, as discussed in reference to FIG. 7, by a storage device,e.g., a rechargeable battery.

Similarly, the second solar panel 915 collects solar energy and supplieselectrical energy to the second left turn signal indicator 925, thesecond right turn signal indicator (not shown), and the two hazardsignal indicators 930 where the electrical energy is stored in each ofthe signal indicators, as discussed in reference to FIG. 7, by a storagedevice, e.g., a rechargeable battery.

The first solar panel 910 and the second solar panel 915 are more likelyto have direct solar exposure than other embodiments; thus, providing apotentially greater source of power. In addition, collector sizes of thefirst and second solar panels 910, 915 do not have the same designconstraints, e.g., a small or irregular shaped mounting surface, whenlocated on a surface, e.g., the roof, of a vehicle as do solar panelswhich are integrated with a housing of a remote vehicle signal indicator100. Therefore, the first and second solar panels 910, 915 may be largerthan solar panels integrated with a housing of the remote vehicle signalindicators 100; thus, more energy may be collected over a shorter periodof time allowing for more rapid battery recharge times.

While the invention herein disclosed has been described by means ofspecific embodiments and applications thereof, numerous modificationsand variations could be made thereto by those skilled in the art withoutdeparting from the scope of the invention set forth in the claims.

1. A wireless remote vehicle signal indicator for supplementing existingvehicle signal indicators comprising: a transmitter coupled to a vehicleindication signal drive line of a vehicle, said transmitter configuredto wirelessly transmit a receiver activation signal corresponding to avehicle indication signal asserted on said vehicle indication signaldrive line wherein said vehicle indication signal is selected from thegroup consisting of a turn signal, a brake signal, a reverse gearsignal, and a hazard signal; said transmitter configured to discriminatebetween a concurrent turn signal and a concurrent brake signal and nottransmit said concurrent brake signal; and, a remote vehicle signalindicator coupled to said vehicle, said remote vehicle signal indicatorcomprising a signal indicator display, said remote vehicle signalindicator configured to wirelessly receive said receiver activationsignal from said transmitter and, in response, wake and activate thesignal indicator display.
 2. The wireless remote vehicle signalindicator system of claim 1 wherein said transmitter is configured toreceive operating power from said vehicle indication signal of saidvehicle indication signal drive line.
 3. The wireless remote vehiclesignal indicator system of claim 1 further comprising a power supply forpowering said remote vehicle signal indicator wherein said power supplyis electrically isolated from any power source within said vehicle. 4.The wireless remote vehicle signal indicator system of claim 3 whereinsaid power supply comprises a solar panel, wherein said solar panelprovides energy to power said remote vehicle signal indicator.
 5. Thewireless remote vehicle signal indicator system of claim 1 wherein saidtransmitter comprises an encoder for encoding said receiver activationsignal such that said receiver activation signal may be decoded only bysaid remote vehicle signal indicator.
 6. The wireless remote vehiclesignal indicator system of claim 1 wherein said vehicle comprises a sideview mirror and said signal indicator display comprises a turn signalindicator display.
 7. The wireless remote vehicle signal indicatorsystem of claim 1 wherein said transmitter is located within saidvehicle and there are no wireline connections from an interior of saidvehicle to said remote vehicle signal indicator.
 8. A wireless remotevehicle signal indicator system comprising: a housing coupled to avehicle; a receiver within said housing, said receiver configured towirelessly receive receiver activation signals from a transmittercoupled to said vehicle, said receiver activation signals correspondingto vehicle indication signals generated by said vehicle wherein saidvehicle indication signals are selected from the group consisting of aturn signal, a brake signal, reverse gear signal and a hazard signal; atransmitter configured to discriminate between a concurrent turn signaland a concurrent brake signal and not transmit said concurrent brakesignal; said receiver configured to wake upon receipt of said receiveractivation signal; and, a signal indicator display coupled to saidreceiver and configured to display, in response to a received receiveractivation signal, a remote vehicle indication signal corresponding tosaid vehicle indication signals generated in said vehicle.
 9. Thewireless remote vehicle signal indicator of claim 8 further comprising apower supply for providing power to said receiver and said signalindicator display.
 10. The wireless remote vehicle signal indicator ofclaim 9 wherein said power supply comprises a solar panel, wherein saidsolar panel provides energy to operate said receiver, and said signalindicator display.
 11. The wireless remote vehicle signal indicator ofclaim 9 wherein said power supply is contained in said housing.
 12. Thewireless remote vehicle signal indicator of claim 8 wherein said vehiclecomprises a side view mirror wherein said signal indicator display iscoupled with said side view mirror and wherein said signal indicatordisplay further comprises a turn signal indicator display.
 13. Atransmitting device of a remote vehicle signal indicator system for avehicle comprising: a housing attached to a vehicle, a signal monitoringline coupled to a vehicle indication signal drive line of said vehicle,said signal monitoring line configured to receive vehicle indicationsignals from said vehicle indication signal drive line wherein saidvehicle indication signals are selected from the group consisting of aturn signal, a brake signal, reverse gear signal and a hazard signal; atransmitter within said housing and coupled to said signal monitoringline, said transmitter configured to wirelessly transmit a receiveractivation signal corresponding to said vehicle indication signals ofsaid vehicle indication signal drive line to a remote vehicle signalindicator coupled with said vehicle, in order to provide additionalsignal displays to those originally configured with said vehicleindication signal drive line; and, said transmitter further configuredto discriminate between a concurrent turn signal and a concurrent brakesignal and not transmit said concurrent brake signal.
 14. Thetransmitting device of claim 13 wherein said transmitter receivesoperating power from said signal monitoring line.
 15. The transmittingdevice of claim 13 wherein said transmitter comprises an encoder forencoding said receiver activation signal so that only particularreceivers can decode said receiver activation signal.
 16. A method ofproviding additional vehicle signal indicators for a vehicle comprising:wirelessly receiving a receiver activation signal at a remote vehiclesignal indicator coupled to a vehicle wherein said receiver activationsignal is transmitted from said vehicle, said receiver activation signalcorresponding to a vehicle indication signal generated within saidvehicle wherein said vehicle indication signal is selected from thegroup consisting of a turn signal, a brake signal, a reverse gearsignal, and a hazard signal; and, transmitting a concurrent turn signaland not transmitting a concurrent brake signal; displaying, in responseto said wirelessly receiving, a remote vehicle indication signalcorresponding to said vehicle indication signal generated within saidvehicle, in order to provide additional signal displays to thoseoriginally configured with said vehicle.
 17. The method of claim 16further comprising: detecting said vehicle indication signal generatedwithin said vehicle; and, transmitting from a transmitter, in responseto said detecting, said receiver activation signal corresponding to saidvehicle indication signal generated within said vehicle to said remotevehicle signal indicator.
 18. The method of claim 16 further comprisingpowering said remote vehicle signal indicator from solar energy receivedat said solar panel.
 19. The method of claim 16 wherein said step oftransmitting includes encoding said receiver activation signal so thatunintended remote vehicle signal indicators do not decode said receiveractivation signal.
 20. The method of claim 16 further comprising:deriving operating power for said transmitter from said vehicleindication signal.